Motion connection parallel transit

ABSTRACT

A long distance transit system for transferring passengers at a high rate of speed, the transit system comprises at least one mainline train, at least one station train, a rail system having at least one station with at least one mainline track and at least one station line. At least one mainline train travels exclusively on the at least one mainline track and the at least one station train travels on at least one station line. At least one mainline train travels at a consistent speed on at least one mainline track. At least one station train travels from at least one station to at least one mainline track reaching a speed substantially equal to that of the at least one mainline train and traveling adjacent thereto.

CROSS-REFERENCE TO RELATED APPLICATIONS

Not Applicable

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH

Not Applicable

FIELD OF THE INVENTION

This invention relates to a transit system wherein passengers board andexit while at high speeds.

BACKGROUND OF THE INVENTION

Safe, fast, and energy efficient forms of travel are always in demand.The airlines are not as energy efficient as other forms of travel andhijacking is a possible threat in that the plane can be used as amissile of sorts. This results in long security lines. The rail systemwe currently have makes many stops and only services a small portion ofthe country. These stops and starts also increase energy use. A transitsystem that can travel at high speeds and cover thousands of mileswithout stopping is of great demand.

The instant invention, as disclosed within this application, fills thisneed. The art referred to and/or described within this application isnot intended to constitute an admission that any patent, publication orother information referred to herein is “prior art” with respect to thisinvention. In addition, this section should not be construed to meanthat a search has been made or that no other pertinent information asdefined in 37 C.F.R. §1.56(a) exists.

All US patents and applications and all other published documentsmentioned anywhere in this application are incorporated herein byreference in their entirety.

Without limiting the scope of the invention a brief summary of some ofthe claimed embodiments of the invention is set forth below. Additionaldetails of the summarized embodiments of the invention and/or additionalembodiments of the invention may be found in the Detailed Description ofthe Invention below.

A brief abstract of the technical disclosure in the specification isprovided as well only for the purposes of complying with 37 C.F.R. 1.72.The abstract is not intended to be used for interpreting the scope ofthe claims.

BRIEF SUMMARY OF THE INVENTION

In at least one embodiment, a long distance transit system transferspassengers and/or cargo at a high rate of speed. The transit system hasa mainline train, a station train, and a rail system having at least onestation with at least one mainline track and at least one station line.The mainline train travels exclusively on a mainline track and a stationtrain travels on a station line. In at least one embodiment, themainline train travels at a consistent rate of speed on the mainlinetrack and a station train travels from the station to the mainline trackreaching a speed substantially equal to that of the mainline train andtravels adjacent thereto.

In at least one embodiment, passengers can pass from the mainline trainto the station train when the trains are adjacent one another.

In at least one embodiment, the rail system includes multiple stationlines and a single mainline track.

In at least one embodiment, the mainline train and/or the station trainare electrically propelled.

In at least one embodiment, portions of the station lines are adjacentto and separate from the mainline track.

In at least one embodiment, the station lines attach to the mainlinetracks.

In at least one embodiment, a platform allowing passengers to transferfrom one train to another connects the mainline train to the stationtrain.

In at least one embodiment, the passenger platform includes a mainlinetrack platform extending from the mainline train and a station platformextending from the station train. The mainline track platform and thestation platform connect to form a passenger platform.

In at least one embodiment, a wind deflector is used to protectpassengers from wind while moving between the mainline train and thestation train.

In at least one embodiment, a double rail system wherein the stationline includes portions adjacent to the mainline track which extend alongthe majority of the length of the mainline track.

In at least one embodiment, multiple mainline trains travel along themainline track at substantially equal speeds and are substantiallyevenly spaced from one another.

These and other embodiments which characterize the invention are pointedout with particularity in the claims annexed hereto and forming a parthereof. However, for further understanding of the invention, itsadvantages and objectives obtained by its use, reference should be madeto the drawings which form a further part hereof and the accompanyingdescriptive matter, in which there is illustrated and describedembodiments of the invention.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S)

A detailed description of the invention is hereafter described withspecific reference being made to the drawing.

FIG. 1 is a schematic perspective view of an embodied train system ofthe invention.

FIG. 1 a is a schematic front view of an embodied pair of trainsadjacent one another.

FIG. 1 b is a schematic front view of a station with of an embodied pairof station trains and an embodied pair of mainline trains.

FIG. 1 c is a schematic side view of a station with an embodied stationtrain and an embodied mainline train.

FIG. 2 is a top schematic view of a portion of a train system having twodual tracks.

FIG. 3 a is a perspective schematic view of an inventive train andstation.

FIG. 3 b is a perspective schematic view of an inventive mainline trainand station train.

FIGS. 4 a-d are top schematic views of an inventive train system with atransfer of passengers

FIG. 5 a is a perspective view of an inventive train system with thetrains connected.

FIG. 5 b is a cut-away perspective view of the mainline train andstation train when attached and of the mainline train and the stationtrain when separated.

FIG. 6 is a partial schematic view of an inventive train system.

DETAILED DESCRIPTION OF THE INVENTION

While this invention may be embodied in many different forms, there aredescribed in detail herein specific preferred embodiments of theinvention. This description is an exemplification of the principles ofthe invention and is not intended to limit the invention to theparticular embodiments illustrated. It should be noted that the term“docking walls” includes the floor and ceiling of the passage formedwhen a train docks with another train or at a station; it can alsoinclude the sides of the passage. The term “cargo” can include freight.The terms passengers, freight, and cargo can be used interchangeablythroughout this application when referring to a transfer between amainline train and a station train. At various times one term might beused for a particular embodiment better, but this does not exclude anyof the three terms when only one term is used.

In the embodiment of FIG. 1 a top view of an inventive train/transitsystem 10 is shown. Here two sets of dual tracks are used (the dualnature of the tracks are better shown in the track portion of FIG. 2).The track system can cover an area over a thousand miles long. In someinstances the system can stretch across an entire continent. In someembodiments the system 10 includes multiple loops as the one shown inorder to cover more population centers. The term “loop” here is notmeant to define the shape of the tracks. While in some embodimentstracks do have a common beginning and ending point, this is notnecessarily the case. Some trains systems may extend over a distance andreturn on the same track. This can be done by the train briefly stoppingand returning to the next station or a short “loop” can be used to keepthe train up to speed while it returns to the same track but is nowgoing in the opposite direction. Turning back to FIG. 1 and FIG. 2,multiple mainline trains 20 can be used on the same track 25. In someembodiments each of the mainline trains 20 are separated by the sametime interval. This not only can keep the trains on an accurateschedule, it also can be safer as the trains do not get in too close aproximity with one another. As shown in FIG. 2, the mainline trains 20travel in the same direction on the track 25 while the mainline trains20′ travel in the same direction on the track 25′ but in a directiondifferent from that of the mainline trains 20.

Passengers and/or cargo can be transferred between the mainline train 20and the station train 30 while maintaining a cruising speed. The stationtrain 30 can reach a speed equal to that of the mainline train 20 suchthat docking walls 33 can extend from one or both of the trains 20/30 toallow transfer of passengers and/or cargo between the trains (FIG. 1 a).

The passengers and/or cargo can then be transported to the station 35which is shown schematically in FIGS. 1 b-c. The mainline trains 20/20′can maintain their speed by passing through the station 35 on themainline tracks 25/25′ while the station trains 30/30′ can stop at thestation's loading area 40. As shown in FIG. 1 b, in some embodiments thestation tracks 27/27′ are elevated above the mainline tracks while atthe station. As shown in FIG. 1 b the mainline trains 20/20′ are betweenthe station trains. In some embodiments the station trains are betweenthe mainline trains. In other embodiments, a station line train and amainline train can be between a different station line train and adifferent mainline train.

As shown in FIGS. 1 a-c, the transit system 10 can have elevated tracks.The tracks, in at least one embodiment, are 5-30 feet off the groundand/or water. In at least one embodiment the tracks are 30-60 ft off theground and/or water. In at least one embodiment the tracks are 60-90 ftoff the ground and/or water. It should be noted that there are timeswhen due to topography or fancy a track may be much higher, perhaps upto a thousand feet high. If going over a canyon or the like it might asmuch as 6000 ft high in some embodiments. Of course, the tracks couldrun higher in some embodiments than those track levels listed above. Insome embodiments, portions of the tracks could pass through a tunnel ina hill or mountain and/or be submerged under water.

In FIG. 3 a passengers 50 (also representing cargo in some embodiments)are shown at the station's loading area 40 entering and exiting thestation train 30. In some embodiments the station has a fixed or movablepartition 42. The station train has at least one docking wall 33 thatdocks with the station's loading area. The docking wall 33 acts as aside of the station train 30 when moving. When loading or unloading theside wall 33 can have a portion that rotates upward and/or a portionthat rotates downward. The upward rotating portion 33′ can act as acanopy. The downward rotating portion 33″ can act as a floor for loadingand unloading. In some embodiments, the floor 33″ and/or canopy 33′ canslide out from the station train 30 rather than rotate. In someembodiments, the floor 33″ and/or canopy 33′ can both rotate and slidefrom the station train 30. There are numerous methods that one skilledin the art can use to form a canopy and/or floor.

Though not necessary in some embodiments, the deflector portions 34 asshown can be used. When unloading passengers at the station thedeflectors may protect the passengers/cargo 50 from wind. When intransit, as shown in FIG. 3 b, the deflectors 34 may protect thepassengers/cargo 50 and docking wall 33 from high air speed relative tothe main train 20 and station train 30 as these trains travel at highspeed. In FIG. 3 b, the deflectors 34 in the front and back of eachtrain extend out such that the deflector 34 of the station train 30connects to the deflectors of the mainline train 20. In some embodimentsthe side walls 33 of the station train 30 and the mainline train 20extend out simultaneously with the deflectors. In some embodiments, thedeflectors 34 extend first and connect to one another before theside/docking walls extend out to form a passage between the mainlinetrain 20 and station train 30.

As shown in FIG. 4( a) the mainline train 20 is traveling and begins tocatch up to the station train 30 that is traveling on an adjacent track.In FIG. 4( b) the mainline train 20 and station train 30 aresubstantially aligned with one another and each extends its docking wall33 and connect to form a passage between the trains 20/30. Shown withinthe trains are passengers 50 and luggage 55. In FIG. 4( c) at least aportion of the passengers 50 are transferring from one train to another.As shown those in the mainline train move to the back of the mainlinetrain 20 in order to board in the back of the station train 30. Those inthe station train move to the back of the station train 30 in order toboard in the front of the mainline train 30. The luggage 55 in themainline train 20 is moved back and then transferred to the stationtrain 30. The luggage 55 in the station train 30 is moved forward andthen transferred to the mainline train 20. After the transfer is madethe docking walls 33 then close to again act as the side walls 33 ofeach train 20/30. The mainline train 20 continues down the track and thestation train 30 can go to the station. In some embodiments the stationtrain 30 catches up to and matches the speed of the mainline train. Insome embodiments the entire docking wall 33 that forms a passage betweenthe trains 20/30 extends entirely or primarily from either the mainlinetrain 20 or the station train 30. In some embodiments, the movement ofthe luggage and passengers on each train is reversed from thatillustrated in FIG. 4 and described above. In some embodimentspassengers 50 do not leave their seats and the transfer is made bymoving portions of rows, entire rows, and/or sections of multiple rows.

In some embodiments the mainline train is substantially larger than thestation train 30. In some embodiments, the mainline train 20 has oneseating section that is transferred as a block of seating into thestation train 30 (this can allow the passengers to remain seated duringthe transfer). In some embodiments the mainline train 20 has an opensection that allows for the transfer of a block of seating from thestation into the open space of the mainline train 20. In someembodiments, the station train 30 can dock at least two times with thesame mainline train 20: 1) to make a complete transfer of passengers tothe mainline train 20 and/or 2) to receive a complete transfer ofpassengers from the mainline train 20. This can be done by thepassengers on foot or by also transferring the seats and passengers as awhole. In order to do this the seats can be set on sliders that slidefrom one train through the passage of the sidewalls 33 and into theother train. A pulley system or moving walkway type technology canachieve this.

As shown in FIG. 5 a, the station train 30 and/or mainline train 20 canhave an antenna 60 for maintaining constant control of the speed andposition of the train 20/30. Laser sensors 65 can be used in aligningthe trains 20/30 with one another. As shown in FIG. 5 b(i) thedeflectors of each train 20/30 can include docking lock bars 70. Thedocking lock bars extend from one train to mate with the docking lockholes 72 of the other train. In some embodiments, the lock bars extendfrom the rear of the station train 30 and the front of the mainlinetrain 20 or vice versa. In some embodiments the lock bars 70 extend fromboth the front and back of either train.

As shown in FIG. 5 b, the side wall 33 of each train 20/30 has an upperportion 33″ and a lower portion 33′: the upper portion 33″ when extendedforms a portion of the ceiling or canopy of the docking walls and thelower portion 33′ when extended forms a portion of the floor of thedocking walls 33. As shown in FIG. 5 a, when two such trains docktogether they form a complete passage between them. In some embodiments,one train has a longer upper portion 33″ and/or lower portion 33′ thanthe train to which it is docking. In some embodiments when two trainsare docking with one another, the side wall 33 of one train forms theentire ceiling and the side wall 33 of the other train forms the entirefloor.

In FIG. 5 b(ii) the trains 20/30 are no longer docked and the dockingwalls are again side walls 33 having upper portion 33″ and lower portion33′. As shown in FIGS. 5 a-b the front 75 and rear 80 of the trains20/30 can have the same front and back design. The fronts 75 and backs80 can have laser lights and/or sensors to keep the trains from gettingtoo close to one another on the track. In some embodiments, the trainsare separated by 15 or more minutes. In some embodiments the laserlights and sensors keep all the mainline trains on a loop separated fromone another by the substantially same distance and/or time.

In some of the embodiments disclosed within this application the station35 is adjacent to or immediately above (or could be immediately below)the mainline tracks 25. In some embodiments the station is located at aposition that is not directly in line with the mainline track 25. Insome embodiments the station 35 is a substantial distance from thetrack. A portion of a train system 10 is shown in FIG. 6 (not to scale).As shown there are multiple stations 35 on each station track 27. Thoughoften in some embodiments there is only one station 35 on each stationtrack 27. In some embodiments the station track 27 can extend over alarge distance such that the stations 35 on each track 27 are multiplemiles apart and may in some embodiments be stations within differentcities or towns.

It should also be pointed out that the station track 27 as shown canactually be another mainline track such that the mainline track 25 shownserves another smaller mainline “loop” (here shown as 27).

Though the loops and mainline track disclosed in this application cancover thousands of miles, there are embodiments wherein significantlyless miles are represented by the figures. In some embodiments theseloops can be called micro-loops wherein the trains 20/30 travel at aslower speed and are closer to one another though at substantiallyregular intervals. In some embodiments the mainline trains 20 travel atspeeds less than 50 mph.

The above disclosure is intended to be illustrative and not exhaustive.This description will suggest many variations and alternatives to one ofordinary skill in this art. The various elements shown in the individualfigures and described above may be combined or modified for combinationas desired. All these alternatives and variations are intended to beincluded within the scope of the claims where the term “comprising”means “including, but not limited to”.

Further, the particular features presented in the dependent claims canbe combined with each other in other manners within the scope of theinvention such that the invention should be recognized as alsospecifically directed to other embodiments having any other possiblecombination of the features of the dependent claims. For instance, forpurposes of claim publication, any dependent claim which follows shouldbe taken as alternatively written in a multiple dependent form from allprior claims which possess all antecedents referenced in such dependentclaim if such multiple dependent format is an accepted format within thejurisdiction (e.g. each claim depending directly from claim 1 should bealternatively taken as depending from all previous claims). Injurisdictions where multiple dependent claim formats are restricted, thefollowing dependent claims should each be also taken as alternativelywritten in each singly dependent claim format which creates a dependencyfrom a prior antecedent-possessing claim other than the specific claimlisted in such dependent claim below.

This completes the description of the preferred and alternateembodiments of the invention. Those skilled in the art may recognizeother equivalents to the specific embodiment described herein whichequivalents are intended to be encompassed by the claims attachedhereto.

1. A long distance transit system for transferring passengers at a highrate of speed, the transit system comprising at least one mainlinetrain, at least one station train, a rail system having at least onestation with at least one mainline track and at least one station line,the at least one mainline train travels exclusively on the at least onemainline track, the at least one station train traveling on the at leastone station line, the at least one mainline train travels at aconsistent speed on the at least one mainline track, the at least onestation train travels from the at least one station to the at least onemainline track reaching a speed substantially equal to that of the atleast one mainline train and traveling adjacent thereto.
 2. The transitsystem of claim 1 wherein at least one passenger passes from the atleast one mainline train to the at least one station train when thetrains are adjacent one another.
 3. The transit system of claim 1wherein the rail system includes multiple station lines and a singlemainline track.
 4. The transit system of claim 1 wherein the at leastone mainline train and the at least one station train are electricallypropelled.
 5. The transit system of claim 1 wherein portions of thestation lines are adjacent to and separate from the mainline track. 6.The transit system of claim 1 wherein the station lines attach to themainline tracks.
 7. The transit system of claim 2 having at least onepassenger platform constructed and arranged to connect the at least onemainline train to the at least one station train, the at least onepassenger platform constructed and arranged to allow for transfer ofpassengers between the mainline train and the station train.
 8. Thetransit system of claim 7 wherein the at least one passenger platformincludes a mainline track platform extending from the at least onemainline train and a station platform extending from the at least onestation train, the mainline track platform and the station platformconnecting to form the at least one passenger platform.
 9. The transitsystem of claim 7 having a wind deflector constructed and arranged toprotect passengers from wind while moving between the mainline train andthe station train.
 10. The transit system of claim 1 being a double railsystem wherein the station line includes portions adjacent to themainline track which extend along the majority of the length of themainline track.
 11. The transit system of claim 1 wherein multiplemainline trains travel along the mainline track at substantially equalspeeds and are substantially evenly spaced from one another.
 12. Thetransit system of claim 1 wherein a transfer is made between themainline train and the station train while the mainline train andstation train while either train is disposed vertically beneath theother.
 13. The transit system of claim 6 wherein a first section of themainline track is shared with the station line and a second section ofthe mainline track is separate and adjacent to the station line toprovide for a side transfer between the trains.
 14. The transit systemof claim 1 having laser sensors on the sides of the train in order toalign the trains.
 15. The transit system of claim 1 having multiplepairs of track, the pairs of track adjacent one another, each of thepairs of track comprising a station track and a main track.
 16. Thetransit system of claim 1 wherein the mainline tracks are elevated,being over 40 feet off the ground.
 17. The transit system of claim 16wherein the station is disposed above the mainline tracks, the stationtracks rising up to the station.
 18. A long distance transit system fortransferring passengers at a high rate of speed, the transit systemcomprising at least one mainline train, at least one station train, arail system having at least one station with at least one mainline trackand at least one station line, the at least one mainline train travelsexclusively on the at least one mainline track, the at least one stationtrain traveling on the at least one station line, the at least onemainline train travels at a consistent speed on the at least onemainline track, the at least one station train travels from the at leastone station to the at least one mainline track reaching a speedsubstantially equal to that of the at least one mainline train andtraveling adjacent thereto, the mainline train and the station trainhaving sidewalls, the mainline train and the station train having aconnected condition, in the connected condition: 1) the sidewall of themainline train extending toward the station train and the sidewall ofthe station train extending towards the mainline train such that thesidewalls of each train connect to form a platform and ceiling from onetrain to the other, 2) wind deflectors extending from the front and backof the mainline train extending outward to connect to wind deflectorsextending from the front and back of the station train, the winddeflectors protect against wind and form walls between the mainlinetrain and the station train.
 19. The transit system of claim 18 whereinlaser sensors are used to align the mainline train and the station trainbefore the connected condition.
 20. The transit system of claim 18wherein docking lock bars secure the deflectors together.